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AIRBUS CORPORATE HELICOPTERS ONE YEAR ON – CEO FREDERIC LEMOSGLOBAL JET, SWISS VALUES – VP BUSINESS DEVELOPMENT BJORN NABERHUIS

SATCOM DIRECT & INMARSAT: CELEBRATING A CONNECTED DECADE

EXECUTIVE & VIP AVIATIONINTERNATIONAL

#EXVIPAV SUMMER 2018

www.exvipaviationint.com

NIKI LAUDAON LAUDAMOTION EXECUTIVE, FORMULA 1

AND BOMBARDIER’S GLOBAL 7000

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EVA INTERNATIONAL MEDIA LTD PUBLISHERS & EVENTS SPECIALISTS

fore

word

With all eyes on Europe and specifically Geneva, for the annual

European Business Aviation Convention and Exhibition, it’s entirely

appropriate that this edition should feature Niki Lauda, long-time

leader in European aviation and exemplar of the business aviator.

He owns and flies a Bombardier Global 6000 as the essential tool

that enables him to ‘work for the airline during the week and go racing

at the weekend’. In fact, it’s the Global that ensures he satisfies his

Mercedes-Benz contract to be at every Formula 1 race; without the jet,

he says, he couldn’t and wouldn’t do it, because it would be impossible

to balance his work commitments with family life.

EVA has also been busy speaking with a couple more leading

European business aircraft operators, proving there’s definitely more

than one way to fly a Gulfstream. TAG Aviation Europe and Global

Jet both excel in delivering exceptional aircraft management and

charter service to the most discerning clients, yet their business models

are worlds apart… and Avinode is doing rather well too.

Airbus Helicopters chose last year’s EBACE to launch its Airbus

Corporate Helicopters brand, bringing its rotary-winged VIP aircraft

in line with Airbus Corporate Jets. One year on, CEO Frédéric Lemos

says that while the process of evolution and learning continues, the

only coherent jet/helicopter offering on the market is working well and

customers are awake to its unique possibilities.

Niki Lauda is looking forward to delivery of his Global 70000

at year end, and with new aircraft also coming to market from

Gulfstream and Dassault, a little further down the line, plus MAX and

neo, this ought to be a brighter EBACE than we’ve seen in a while.

PAUL E. EDENEditor | [email protected] Tel: +44 (0) 1945 585557

JAMES [email protected]

PARVEEN RAJAPublisher & Business Development [email protected]

JUSTIN BURNSAssociate [email protected]

TOM WILLISNews [email protected]

MO BANKSSales [email protected]

SOHAIL AHMADConference [email protected]

GEMMA KEENEvents [email protected]

SHOBHANA PATEL Head of [email protected]

SHELDON PINKCreative [email protected]

NENAD PANICGraphic [email protected]

Address changes and subscription orders to: [email protected] 1754-1166

PUBLISHED FOUR TIMES A YEAR BYEVA International Media LtdBoswell Cottage, 19 South EndCroydon, CR0 1BE , UKTel: + 44 (0)208 253 4000Fax: + 44 (0)208 603 7369Website: www.evaint.com

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Cover image: NIKI LAUDAFull story 6

FOREWORD

SUMMER 2018 | International 1

contents

6 Flying, Formula 1 & the Global 7000Three-time Formula 1 world champion, aviation entrepreneur and pilot Niki Lauda talks airlines, racing and why he loves his Global

10 12 Months Later…Airbus Corporate Helicopters CEO Frédéric Lemos provides an update on the organisation, one year on from its EBACE debut

16 Antenna Time in Basel?Specialist MRO provider AMAC has been busy with antenna STCs, as Director Quality Assurance & Design Organisation & CVE, AMAC Aerospace Switzerland Gunnar Jancke explains

20 New Horizons for A-GroupRussia’s A-Group has improved its FBO infrastructure ready for the 2018 FIFA World Cup

22 Charting the Path to Online CharterCEO Oliver King told Stephanie Taylor how the Avinode online charter marketplace works and where it’s going next

26 Safe, Specifi c, Superior ServiceMargie Goldsmith spoke with Joshua Hebert, founder and CEO of Magellan Jets, on its tenth anniversary

32 Service on Another LevelGlobal Jet Vice President for Business Development, Bjorn Naberhuis explains the company’s successful approach to aircraft management and charter

36 MRO Made EasyMRX Systems’ MRO software makes maintenance easy, as Sales Manager Arnaud Veron explains

40 Avanti the Future!Piaggio CEO Renato Vaghi says the Avanti turboprop has a bright future in an evolving market

45 A Refreshingly Simple Approach…TAG Aviation Europe President Aircraft Management and Charter, Graham Williamson says success is all about taking the simple approach

50 One Stop Suits AllVolker Wallrodt, Senior Vice President Business Jets, Dornier 228 & Components, RUAG Aviation, describes the Swiss provider’s one-stop shop philosophy

54 Celebrating a Connected DecadeInmarsat and Satcom Direct are celebrating ten years since SD

60 The Southend AdvantageStobart Aviation CEO Glyn Jones is keen to spread the word, as business aircraft operators realise the access and transport advantages at Southend Airport

62 FBO Round-upEVA looks at changes and developments in the global FBO market since the Spring 2018 issue

64 Olbia Costa Smeralda Eccelsa Aviation’s Olbia Costa Smeralda Airport FBO is the entry

65 Switzerland’s Sensible AlternativeFlying into Switzerland is never easier than through Bern Airport, as CEO Mathias Gantenbein explains

67 Ready for Kick-off …

services for the FIFA World Cup. Sales and Marketing Director Andrea Jilkova reveals Travion’s Russian advantage

CONTENTS

4 International | SUMMER 2018

Turn your private luxury dreams into your trademark.

The Luxury of Experience.

Flying, Formula 1 & the Global 7000

Formula 1 phenomenon Niki Lauda

have settled into retirement after

three- world championships. Instead, he plunged into the complex world of airline entrepreneurship,

sold it more than a decade later, returning to airline ownership with

Berlin in 2011.In January 2016, Lauda bought

Amira Air, a business aircraft operator

an Austrian AOC since 2004. The company was renamed LaudaMotion and successfully combined Lauda’s many years as a business aircraft pilot and

aircraft management and VIP charter.Meanwhile, after years of struggle,

Air Berlin and its subsidiaries began insolvency proceedings in August 2017. Lauda’s interest in ‘his’ part of Air

acquisition attempt. In January this year, the creditors’ committee of the insolvent NIKI awarded LaudaMotion a contract for the airline’s takeover. “It went bankrupt, so I bought it back,” he told EVA. The Niki brand was retired and its operations transferred to LaudaMotion,

Homebased in Vienna, LaudaMotion

four Challenger 300s, two Challenger

Global 6000. All are managed, while the latter is Lauda’s personal aircraft. The

operations, crew control, crew training

LaudaMotion Executive

fleet comprises only Bombardier types, while Lauda himself has strong personal links with the

LAUDA

Oliver Jiszda/LaudaMotion Executive

The Global 6000 is Lauda’s favourite of the aircraft he’s fl own; he’s confi dent the Global 7000 will be even better.

Peter Burgstaller/LaudaMotion Executive

LAUDAMOTION EXECUTIVE|NIKI LAUDA


Canadian OEM. “When I bought the LaudaMotion it already had a Challenger 300 and Global fleet, and I’m Bombardier’s Brand Ambassador because I fly a Global 6000; I have a 7000 coming towards the end of this year. But the relationship goes back 20 years, since I started flying

“But we have the capacity to operate more aircraft and the new opportunity for us is through LaudaMotion, which is

easily operate an ACJ, because we have maintenance, pilots and pilot training in

Airbus for a customer.”

“Bring your airplane to us and we do everything,” he says. “We maintain the airplane, train the pilots and operate the airplane commercially.”

Brand AmbassadorWhile he obviously appreciates Bombardier’s products and service standards, there is surely something more to Lauda’s close relationship with the company. “There is. When I started flying myself, during the 1970s and 80s, first I had a Citation, then

commercial licence and started Lauda Air, where I captained Boeing 737, 767 and 777 airplanes. I sold Lauda Air, then I had Fly NIKI, so I flew the Airbuses, and now I’m back with Fly NIKI and the Airbus again.”

logbook, Lauda’s enthusiasm for Bombardier, begun with the legacy

their planes. I look at the performance and the endurance they have to help

of the board, I have to visit every race,

very well. I know its strengths and any issues, and that also brings me closer to Bombardier.”

Electric, Honeywell and Pratt & Whitney Canada, a supplier situation that might complicate maintenance and service. According to Lauda, it actually creates no issues at all. “It’s very easy. Most owners buy into the engine programmes – they pay an hourly rate and then the manufacturers take care of everything. For me, working with the engine manufacturers is no problem

because the engine programme comes through Bombardier.”

F/LIST’s International CabinWhen it comes to his personal aircraft, it should come as no surprise that

closely with F/LIST in developing aircraft cabins, including that of

perspective and I see very few that

nice interior. For sure there are some,

good. I worked with Hannes Rausch, who previously designed my Lauda Air and NIKI cabins, and my private airplanes for me. We went to F/LIST together, because we wanted to create an interior very different to other airplanes.

“We needed it to look good to people everywhere, from Australia to America. When people who might want to buy one come and look at the airplane they always remark on the paint scheme and how great the cabin is. With F/LIST’s help we

found suppliers for the unusual veneers and materials we wanted, we selected them, and they did the entire cabin.

The Global 6000 is the ideal tool for my work. If I couldn’t

family either



“And the concept of the sidestick is

conventional controls, but you have a better view in the cockpit because there’s nothing in front of you. I believe it’s also

you can pull out a table and have your meal in front of you, and it points to

conventional controls, but I was recently in the Global 7000 simulator in Wichita, and I can tell you it’s simple. You get in,

system is fantastic.“The 7000 has the sidestick and

from Singapore to Vienna, it’s about

I’ll save around one hour ten minutes

Career ContradictionAs Lauda speaks about aviation and flying, it quickly becomes clear that

see my family either.”Speaking in May, Lauda was looking

forward to taking delivery of his Global 7000 later in this year. He’s clearly very happy with the Global 6000, so what advantage is there in moving up to the new aircraft? “Bombardier included me in the Global 7000 programme pretty much from day one. I told them there were two essential elements they needed

with the systems. I said to Bombardier

the competition and come out with a product at the top of private aviation, they needed to do it right.”

It’s interesting and indicative of his 18,500 or so hours as pilot, that when Bombardier presented Lauda with

rather than cabin comforts or IFE as his primary concern. “I 100% believe in

tool for pilots. If they make mistakes, the

“I’ve done the same thing with the Global 7000, because when I go to the

a demonstrator – people go to the airport to take a look and the cabin impresses everyone, we successfully achieved an international look. I think whenever I’ve sold an airplane, I’ve sold it on the

Global AdvantageWithout his Global 6000, Niki Lauda would be unable to live the life upon which he so clearly thrives. “I wouldn’t do what I do without the airplane. The problem for me is the distances. The racing started in Australia this year, then it went to Bahrain, Shanghai and Baku. The travelling is

of flying my own 6000 myself, across these vast distances, I wouldn’t do it, it would be too much.

“I’m so lucky to have the pleasure

distances we have three pilots, of which I’m one, and we switch around; between us we went all the way down to Australia from Vienna, and back. The Global 6000 is the ideal tool for my

Detail design in the Global 6000’s F/LIST cabin.

F/LIST



doing. Racing is ‘take any chance to win’,

rules’. It’s very simple and I found the combination perfect. I’ve never got into problems in an airplane and I’ve never taken a risk in the air. If an airport’s

my aircraft’s capability, I won’t go there.

other sensible pilot does.”

from his original need to travel to, from and between races, and quickly

behind aircraft operations. “I found the business case more challenging than the piloting; my interest has always been

With the Global 7000 coming, Lauda is training for his type rating, which he aims to have by the end of the year, in time for delivery. Does he aim to carry

“Yes, yes!”Lauda has owned several aircraft

collection of other types through his airlines, but doesn’t hesitate for a moment when asked which his favourite

if I have to go to a race in Europe and

for that too. The problem is always,

he’s a professional career pilot for whom safety is always paramount. Yet he was also a racing driver of

career, where taking a risk is often the only possible means to success and another, where taking a risk is seldom ever a route to success. How did he manage this apparent contradiction?

“It was easy. When I was still racing, I’d go to the airport after the event and when I saw my airplane I knew this was the absolute opposite to what I’d been

money, there’s no question. But for the

distance and short distance, and from

The 7000 will be even better, because of

saving Global 7000, perhaps because his schedule appears so hectic. His

man. Does he ever think it’ll be time to slow down?

“No! I was lucky that the NIKI and LaudaMotion deal was done during the winter and concluded in February; there are no Formula 1 races in winter. Now

they’re turning NIKI around. We have

supporting our sales.“The racing is generally a weekend

longer to get there, but basically I work for the airline during the week and over the weekend I go racing.” Does he rest? “I do! I have very good timing, I know

good people at LaudaMotion. It’s doing very well. I can’t complain.”

F/LIST created an ‘international’ cabin for Lauda’s Global 6000 and has done the same for his forthcoming 7000. F/LIST

Lauda’s personal Global 6000. Peter Burgstaller/LaudaMotion Executive



Frédéric Lemos, CEO Airbus Corporate Helicopters. Eric Raz/Airbus Helicopters

AIRBUS CORPORATE HELICOPTERS |FREDERIC LEMOS


12 Months Later…Airbus Helicopters launched

its Corporate brand at last year’s EBACE show. In the 12 months since, Airbus Corporate Helicopters (ACH)

rescue, and utility machines.

encompasses ACH and ACJ, but just how close are

many more customers are likely to take only the

are less apparent – not least due to the lower entry

ACH brings the quality of high-end VIP jet completions to VIP rotary-wing operators. F Lancelot/Airbus

Helicopters

ACH160 is precisely that



What is ACH?

and standards are used and met, in a process similar

ACH in Service

The ACH brand may be applied to any model in Airbus Helicopters’ commercial aircraft range, including the H130



ACH product is ideally placed to benefit from

concepts of the helideck; it’s a particularly useful

established competitors.

interest. Recent order commitments in North

Airbus completed an H160 tour of the Americas earlier this year



Antenna Time in Basel?

Basel-based AMAC is renowned for its completions and MRO work across a wide range of business

aircraft, but perhaps best known for its spectacular large-jet work, focussing on airframe sizes from ACJ/BBJ, right up to the

players in the industry, while it welcomes its customers’ aircraft for maintenance checks, AMAC typically also performs other tasks, often depending on the depth of maintenance required and frequently involving cabin

The company’s expertise extends

work and the list of its most recent

half involve antenna installations. Of

and the remainder cover the Rockwell

satellite TV services.

reckons it constitutes perhaps just 5%

principle of operation is similar to that employed today.”

The extent of modifi cation varies with antenna fi t but is invariably substantial for Ku and Ka-band systems. Roth Schmid/AMAC

AMAC|GUNNAR JANCKE


the source satellite is little more than

antenna control system steers the unit

communications service as the aircraft manoeuvres.

dish antennas familiar from domestic

surfboard radome and a bubble radome

Tuning In

“From that perspective ours is just

we place the antenna have to be

The aerodynamic load is typically modelled on a computer and we also

would happen if the forward portion of

ripped away and hit the aircraft’s tail? For

typically cut from a scrapped aircraft and

computer simulation as an alternative to

of such an incident? “No. There’s been

know of.”

commonality between installations is in

vendors all employ the standard to some

a radome attached to the baseplate. The

our antenna installations and we build

Manoeuvring the radome into place is a hands-on operation.


AMAC|GUNNAR JANCKE

the antenna site and introduce a platform

can operate inside and out simultaneously.

ensure the work is completed within the

potential money spinner for a company

entirely dismiss the concept but admits

his department means he has no resource available for such developments.

had the opportunity to develop the

last year but haven’t yet been able to test

activate it – for us it represented an

it’s a development that seems entirely

installation represents such a small

what else is involved?

up with them.

a tool for the sheet metal work and it sits ready in a transport container ready for

a completely new set of paperwork.

since antenna position needs careful

Antenna installation is loft y work, as proven here on an A330 at AMAC’s Basel facility.

ARINC 791 provides a specifi cation applicable to all large antenna installations.

AMAC|GUNNAR JANCKE


New Horizons for A-Group

Describing A-Group’s position in the business aviation market, Public Relations

Manager Oleg Ivanov says: “We have a strong lead, owning FBOs in Moscow and St Petersburg, and

every passenger while adhering to our core values: safety,

service delivery.”Through the second half of 2017 and

into the beginning of this year, A-Group undertook a sizeable infrastructure development programme in preparation for the 2108 FIFA World Cup. With an

high demand for aircraft parking and hangarage, the A-Group management team decided to build a new business and private aircraft apron at Moscow Sheremetyevo International Airport.

The work is complete and the apron ready to receive football stars and their fans in June. With 26 aircraft parking spaces, it’s close to the VIP terminal and conveniently positioned for taxiway and

order; a new hangar and A-Group’s helipad are also close by. The 16,500m2 hangar complex accommodates up to 30 mid-size jets and the hangars are equipped with modern utilities and fail-safe security systems. They incorporate

space for airline representatives and

Meanwhile, the apron at the company’s Pulkovo FBO at St Petersburg

35 new parking spaces capable of accommodating aircraft as large as the Airbus A380.

SheremetyevoSheremetyevo, Russia’s largest and most developed airport, has received

multiple awards for its best-in-Europe punctuality and service. It is also the closest of Moscow’s airports to the city centre and boasts the best access – a pleasant drive along the new high-speed M11 highway. Arrival by helicopter is a more elegant option, however, via the dedicated helipad next door to the VIP terminal. A-Group was the first FBO in Russia to offer a helicopter transfer service.

Designed and built to the highest standards, Sheremetyevo’s Terminal A is believed to be the most modern business aviation facility in Russia. With an eye to the future, it facilitates exceptional service for passengers and crew, while customers regularly reach their aircraft’s steps just a couple of minutes after leaving their car, even

formalities.Bright with natural light, the spacious

check-in desks; two customs, border and passport control booths, for departures and arrivals; and a duty-free store.

aircraft movements.

A-GROUP|OLEG IVANOV


Customers with urgent business to complete have a choice of VIP rooms, while the grand conference room is equipped for press meetings,

which can be held in complete privacy. Meanwhile, crews aren’t forgotten, since all the amenities are available for them to be rested and prepared ready for

access to all the information required for

Sheremetyevo also incorporates several world-renowned network hotels, including Radisson Blu, Sheraton, Novotel, Holiday Inn and Park Inn, for customers spending a little more time at the airport, while A-Group’s FBO is fully integrated into

ensures seamless slot allocation and the

PulkovoA-Group’s St Petersburg terminal celebrated its fifth anniversary in March 2018. Known as Pulkovo Terminal A, it was built in 1951 to plans by architect Alexander Gegello, then renovated for A-Group in 2013. Historical design and details have been carefully preserved, but at the same time modern technologies

ensuring comfort, safety and security were installed. Today it offers spacious lounges, meeting rooms and a large conference room, impressively finished in marble.

A dedicated helipad close to the terminal makes for easy transfer between helicopter and jet, with most rotary

Karelia or Latvia.A-Group has two St Petersburg

hangars, capable of taking as many as 12 mid-size jets. The renewed apron is suitable for aircraft as large as the Boeing 747 BBJ.

Handling with Care

particularly important and to minimise delay, A-Group operates its own ground handling, providing a full range of services including de-icing and

cleaning, washing, towing, refuelling, ground power supply, crew transport, catering and supervisor services.

provider of de-icing at Sheremetyevo

vehicles. Thus, it serves not only business jets, but also airliners and freighters.

Football TestOver 12 years of operations, A-Group has built the largest business aviation infrastructure in Russia and become a serious and respected player in the international market – it welcomes business aviation professionals to visit its EBACE booth at location B75, to learn more about its operations and what it has to offer.

Recognising that Russia will become an international football mecca in June, Nadezhda Turovskaya, A-Group’s Public Relations and Marketing Director, comments: “I’m proud that we have a part in the 2018 FIFA World Cup, a landmark event for our country. Our customers will include honoured guests

course, teams. It will be a serious test for our FBOs, and I’m certain that we’ll deliver. At the same time, we’ll continue

our services.”


A-GROUP|OLEG IVANOV

Avinode: Charting the Path to Online Charter

I t’s been just over a year since Oliver King took over from Niklas Berg as CEO of the Avinode Group, becoming

founder of the company to step into the role. His main challenge?

marketplace globally, an achievement

its recent US statistics.

to Thanksgiving 2017, Avinode reported

US compared to the previous year. At that point (November), the company

year-on-year.

Asia and Latin America has proved less

out to be an ‘interesting’ market for us,

Reports of the massive expansion that

activity in the region.“One of its largest

markets, China, is very

other markets around Asia, such as Thailand and Indonesia, have proven very successful. What Avinode has played a role in doing is making the demand that exists in the US and Europe visible to operators pioneering

coming in commercially on a long-haul

In 2017, the Asian Business Aviation

company the title ‘Best Business Service

During ABACE in April this year,

for arrivals into Asian airports made through its platform rose by 43% from

Interestingly, China overtook India to become the second most popular destination for arrivals in Asia in terms

70.6% across the aforementioned period. For domestic departures, Chinese airports climbed from the fourth to the

America is the third largest market in

to a contraction of the industry, Avinode decided to reduce its presence.

King doesn’t see this as a major concern, since his company is focusing on much more than the geographical

for charter through the marketplace globally, and you need to be at that level

interesting from a technology point

experiments looking at empty-leg pricing, making recommendations

has investigated chartering an aircraft or delivering additional

if they might re-consider their decision.

AVINODE|OLIVER KING


the kind of movie-level AI behind the

looking for could be managed by AI in

Despite being a technology company, Avinode is keen to make sure its platform

customer service, something it has prided

be very surprised if the industry does not remain multi-channel throughout my

customers to look for charter on a mobile device, PC or on the phone.

“The phone is still pretty important in terms of delivering service, particularly

think the London Biggin Hill to Nice-type segment is certainly very ripe to have a high percentage of bookings

but as you come out of that segment the complexity drastically increases and

fashioned voice servicing comes into play.“Also, just because somebody is

talking to a broker over the phone, it doesn’t mean that the technology or the process the agent is using to service the customer has stayed the same. The industry has been very paper driven over the years, but the same tools and systems that have been developed to deliver a front-end digital experience for customers can be increasingly applied

a journey is organised by the broker or

operator on their behalf. Just because you don’t see it, it doesn’t mean there’s not a

Payment Options

has innovated to be rid of the traditional paper trail. At NBAA in 2016, the company launched PayNode,

on the table for him.

across Europe in June. When asked if


AVINODE|OLIVER KING

In the US market, a much higher percentage of air charter is paid for

bank payments.“We did a very soft launch because

and brokers in the European sector to

needs are.

environment you have to almost constantly refresh your bank account

received so that you can go to the pilot and give them the go-ahead. That’s

transfer product, but King says certain companies are about to begin a beta testing period, so they can provide feedback and help improve the service

After some initial exploration,

a less important area of focus. “I think

As visibility and regulation comes in, I

cryptocurrency as part of their payment

too early for us.“We’ve been talking to customers

and by and large there’s been almost

bought a single cryptocurrency just to

that, I don’t think it represents a serious

SchedAeroThe third card left on King’s

based fleet management company, SchedAero, into a product relevant for increasingly large US operators. It’s safe to say King has been delivering

300 updates during 2017 alone.

PayNode integration and automatic

common airports. Based on customer feedback, in 2018

SchedAero is planning to strengthen its Pilot Compliance capability, develop

bring an end to printing, scanning and manually signing a document.

reveals Avinode is also thinking about

development of the business aviation industry. “At the moment there’s a lot of

collaboration across the industry a more

“The numbers of manual interactions

ground is very high. It still involves a mixture of emails, telephone calls and even faxes in some instances. A lot of

aviation companies, in getting an electronic backbone to run across multiple players in the industry across

That’s some real blue sky thinking,

instantaneous pricing on shorter, simpler journeys, King says the next logical step is to combine the instantaneous pricing

actually prime our industry for its next

get your product in a digital, repeatable form, you then have the ability to

existence is anything to go by, it might just achieve everything they hoped to.

AVINODE|OLIVER KING


- Ph

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Airb

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lms

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Magellan JetsSafe, Specifi c, Superior Service

Just a decade ago, Joshua Hebert established Magellan Jets with the aim of changing the private travel experience through a purely private,

personalised customer approach and unwavering commitment to safety.

Hebert began his career in investment banking on Wall Street at Shearson Lehman Brothers, moving on to Sand Brothers and then Paine Webber (today UBS). He subsequently transitioned to advertising, leading the marketing team at America City Business Journals.

In 2000, he founded Jets.com, an online auction for bizjet charter prior to the rise of technology in the private aviation space. Eight years later he sold the company and founded Magellan Jets, melding his passion for aviation and

start-ups, transformations, search engine optimisation, and marketing has enabled him to grow Magellan Jets into the brand it is today.

The company has been recognised in the Inc. 5000 list of Fastest Growing Private Companies in America, Boston Business Journal’s Pacesetters (now Fast 50) list, and as one of SmartCEO’s Future 50. Launch of the One Way Leg

enabling clients to manage their travel

with one device, is among Hebert’s most innovative accomplishments.

EVA caught up with him at Magellan’s Quincy, Massachusetts headquarters.

How were you introduced to

I had a customer in the advertising business who owned a couple of private planes. His son was creating the technology for a reverse-type auction for business aviation and asked me to run the sales and marketing. I saw an

a partner, get equity in and grow a company. It was a risk to leave a full-

step into entrepreneurship and proved to be worth it.

We grew the company together, at a time when people were really friendly to private aviation. We were the only company with an online portal where customers could get quotes and so we grew rather fast. When I left it was about $40 million I think – I retired for a year and a half based on non-competes and non-disclosures, and then started Magellan Jets with Anthony Tivnan.

of the big parts of my job at my prior company was to go out and see customers, retain relationships and put

what people really wanted in a product. I built a business plan around eight years of what customers had been telling me they wanted; but we couldn’t achieve that at my previous company. I realised customers were complaining about jet services because of the economic crisis and the suppliers couldn’t spend as much money as they thought they should.

people came into the business we grew, every year, while everyone else was shrinking. So, what company did people want to do business with? The one that was growing and adding services, talent and people, or one that was shrinking and

safety standards than the competition, spearheading some of the most comprehensive guidelines for aircraft and operator safety in the industry.

I think the secret to success is the people you hire, the culture. We have 15,000sqft with 12ft ceilings. We designed

line. The kitchen is the biggest room in

PROFILE|

International |

have games and beer fridges, golf, TVs

rooms, but then we also have small thinkpad conference rooms. It’s about keeping the people that you work with happy, which isn’t always easy. But if they’re happy, the customer can be happy.

support department, which handles all

FAA pilots. Most companies hire service people from the Four Seasons or the Ritz – great service people – and train them in aviation. We hire pilots and teach them service. We think it’s important for them to really understand aviation safety when they’re talking to pilots and looking

Never to sell anything, but always to

travel solution, even if that meant pointing them in another direction. It’s helped us build and maintain trust over the years. When we were starting the company, there was a year when we didn’t speak to customers. They’d call and ask if I could help them out and I’d say, “Unfortunately, not. I’ll give you a call when we are equal to or better than everyone else that you are doing business with.”

We use two third-party auditing agencies, Wyvern and Argus, and there are probably 5,000 operators to whom we have access. Last year we only used 80 and, based on our safety standards, we could only use about 120.

We make sure pilots have the proper time in type and time in total. We’re

passionate about both – we need 300 hours

is that we have an insurance policy under which we have to adhere to our safety standards or lose the policy.

We are. We have one gentleman in our Preferred Network department and that’s solely what he does. We also vet operators on a daily basis. Todd Weeber,

15,000 hours in Citation X training. He

all about aviation and safety. We’ve been doing that for almost 19 years and never had an incident. We’re not the cheapest, but we are certainly the safest.

| International

PROFILE|JOSHUA HEBERT

management team says change is good and that’s a high for me.

We’re just one of the industry

companies in this space, and every year we see growth. There’s a lot of room in the sky and a lot of congestion on the roads. The other thing is that even the operating costs of a VLJ are high. But our biggest worry is that we’ll have a pilot shortage. It’s a serious issue.

I see planes becoming more autonomous and while I don’t think we’ll have planes with no pilots in the

the redundancy of two, so I don’t see us going there anytime soon.

special 10-hour jet cards, available in the last ten days of each quarter. It’s a nice way for people to try out our service, because the threshold of our space is usually 25 hours. And we’re launching

series of events, including one with Worth Avenue Yachts. We’re doing promotions with them throughout the year.

We’re talking with a company similar to Uber. I can’t tell you their name because we’re under NDA, but we’re talking about doing a strategic

and looking at drone companies that we really like. We see the future being in drones. Magellan is not just a private jet company, it’s also a transportation company. With the arrival of drones, our life is going to become way more transactional on the transportation side. For the last year, a good 25% of our conversations were about how we help consumers with drone transportation.

want it, then you don’t pay for it. It’s a huge feature of our company and a big reason people come to us.

I think the bigger, better companies will have less AI than everybody’s talking about and more people, because people want to talk to people. Look at the banking world: it got so big you could never get a person on the phone. Now we have personal bankers coming into

they’re the bank down the street. I think technology plays a huge part internally

the customer, but it should be 25% of the

should be coming from people.

I think we’re all fascinated by aviation/private aviation because it’s a

to change. But what we also really love is growth. We’ve grown on average 36% over the last ten years. Our management team doesn’t mind solving issues. They don’t mind change. I’m getting older and kind of get sick of change, but my

Depending on their routings and how

not appropriate for most people and we think membership is the way. We look for customers who already own a plane. Let’s say they have a G450 and their business partner needs it but it’s down in Florida; then it’s down for maintenance 25% of the year or everybody wants to use it on the busiest days… Instead, you buy a 50-hour card on a G450 with us.

always give you one. Something I found is that when someone buys a BMW, they want to drive a BMW. They don’t want a Mercedes because they’re not used to it. That’s why people who own planes usually come to us, because we’re one of

We’re over-infrastructured and always have been. We could probably increase sales or revenue by a 100% today and not need to add another person.

We did a lot of work in China for

level of service there compared to the US a problem. There are also substantially fewer aircraft than in the US, but the major problem in Asia is the lack of airports, although the region’s charter market is still growing.

store in 2011. Now we also have our Global Card web app. It enables

they actually want – customers don’t

them. In our programme, if you don’t

PROFILE|

International |

Global Jet:

Bjorn Naberhuis, Global Jet Vice President

for Business Development

GLOBAL JET|BJORN NABERHUIS


Established in 1999/2000, Geneva-based Global Jet has

“We have an open-door policy, which means everyone, including senior management and the founders, has worked directly with clients. As we’ve grown we’ve assembled teams and departments, but we still see people who were here at the very

even harder than the rest of us – which is admirable and contributes to the continuous development and growth of the company – it shows that Global Jet management really cares.

“For us it’s not only about managing an aircraft, which today is more and more challenging to do, it’s still mainly about managing clients. Customers are unlikely to stay with one aircraft their whole life, they’ll have their ups and downs and we’ll adapt to that. Whenever we’ve seen an economic downturn,

the future, think long term. Clients may look to buy

might want to go smaller, or bigger, but whatever happens, we’ll be trying to keep them with to us.’”

aircraft types, with a willingness to take on more. It generates obvious maintenance and training challenges that Naberhuis readily acknowledges. “People say it’s not really a clever way to work. And it’s true in a way, it makes for a complex operation and there’s a reason why we aren’t the cheapest, but then again, we can handle anything. If a BBJ2 client decides to buy a Mustang, we can manage it. If a Mustang owner wants a new aircraft, we’re likely to

in the past, or we’ll simply adapt. We’ve developed

ourselves, but for the client we’re the best, because we always have the answer.

“Many of our clients, just like the company, which started out as a charter-only operation, don’t have an aircraft at all. Historically, if they

do step up to ownership, we manage the aircraft for them. As regulatory control has tightened, it’s

only management, but also purchasing advice and help with cabin design, so our clients don’t have to go anywhere else.

that we outsource our maintenance and handling to other organisations. We’re also one of the few companies that’s not married to particular providers. If a client wants to use a certain handler

that’s not a problem. We’ll have company-preferred providers, but it’s the client who decides. Ultimately, we know exactly what’s required, but leave it up to our fellow professionals.” We audit our service providers on a regular basis, keeping their work with our clients up to our standards.

In-house ExpertiseAlthough Naberhuis says Global Jet is content to leave handling and maintenance to other organisations, the company retains a wealth of experience and expertise in-house. Almost a dozen maintenance managers ensure its aircraft are kept in perfect condition, while several members of the management team have been with Global Jet for many years and amassed huge frontline experience.

we have someone who wants to charter a Phenom 300, for example, and the operator says it’ll do the trip non-stop. Our operations experts might say,

guaranteed.’ We have the deep product knowledge required to give accurate advice and answers.

experience and a name that is representable. Whenever I speak to a client I can be proud of what Global Jet’s done in the past and give honest, expert opinions. Because we aren’t linked to any particular

is better than another, we just advise on what’s best for each client.

look at this.’ And it’s because of this openness and expertise that people respect us and recognise Global Jet as unique.”

Dassault’s Falcon series takes a

prominent position within Global Jet’s

managed fl eet, which is nonetheless

surprisingly varied. Aurélien Bergot/Global Jet



know an operator or jet, we won’t book it. It’s the only way to be safe and for us safety goes everywhere.” It’s an easy boast to make, but in fact, Global Jet has extended its safety net, equipping its crews to care for clients far beyond delivering exceptional service. Flight crews have 24-hour call-in access to an emergency operator for real-time medical assistance through a deal with

risk analysis. “We have contracts with specialist companies that deliver these

I believe they help make us the safest company in the world.

“Sometimes people tell me we’re expensive. I don’t believe that. We do everything we can to give our clients the ultimate travel experience. We ensure everything is ready, we’re always well informed and always ready to react if there’s an issue. I think the business in

travel at an appropriate price. It’s not about selling a product and taking the money, it’s about keeping a client long

experience’.”

II/100ft. It means our crews can land in very low visibility and you could argue that it’s something they might encounter no more than twice a year and they could divert. But look at it the other way around. If they’ve had that training they

safer. It means our training programme is perhaps a little more intense, a little more expensive, but that’s how it has to be.

“We’ve also introduced crew resource management training for everyone in the company. Whether they’re the sales people on the phone, key account managers, cleaners, cabin crew or pilots,

we go through real situations that have

safety. As a result, our people provide better service because they never sell a

stop to be sure, just in case of… because then if an airport closes, or the weather’s bad, we’ll know you’re going to be safe.’

“Our quality control is external, it’s not part of Global Jet, it’s a separate company that audits us. And if we don’t

Of course, what really keeps the folk at Global Jet busy is satisfying their

we start planning immediately. If it’s to

there’ll be a series of emails and calls to check and double check various aspects, along with constant interaction as we keep the client up to date, with a crew change perhaps, or an airport that’s closed.

into Geneva by video call. We brief on weather and other operational aspects for

aircraft. It means we can pre-advise clients if it’s going to be very foggy in

to cause issues in Moscow, and we can prepare by loading extra fuel and revising

“It’s crucial to delivering our service.

they need to reach their destination at the time they planned. I never think about whether they’re meeting someone important or just traveling for leisure. It’s important they’re on time – one minute late for an appointment and they might miss out on a deal or a political decision for their country. So, whatever the client or destination, whether they choose a Mustang or a BBJ, there’s a reason why

“As a company we also have lots of safety systems in place to protect our clients’. I know that everyone has systems in place, but I’ve worked for other companies and in all honesty, I believe that Global Jet has its safety policy really well worked out. Safety

the Operations Control Centre, followed by crew training in our specially adapted

we have our company standards, set out, well vested and enforced, often ahead of Global Jet takes pride in recognising and discretely satisfying its clients’ needs.

Aurélien Bergot/Global Jet



MRX = MRO Made Easy

Maintenance, repair and overhaul (MRO) software, available from several suppliers, typically includes multiple, selectable

modules managing and recording various aspects of aircraft maintenance. They’re typically highly integrated systems, and while they can make economic sense for smaller

with the airlines and larger MROs. Working out of Luxembourg, MRX Systems has

developed an MRO software fully compatible with smaller organisations, just as it’s also applicable to larger

designed for smaller organisations?No, they’re for professional operators whatever their

[continuous airworthiness management organisations] and Part 145 maintenance organisations, with all types

I well understand why someone might think we

though, because some of our competitors’ solutions are

aviation maintenance business product, with a focus

MRO and logistics management as an integrated, real-

Isn’t it true that a software-managed maintenance system is only as good as the data entered into it? How are new clients’ paper

entered into the system?

their expert eyes to record the information while also

The service is cloud based – how is it accessed?

allowing 24/7 worldwide access to anyone with the

Sync’ before beginning their operational day to retrieve

connectivity and data can be sent once Wi-Fi/4G/3G/

MRX SYSTEMS|ARNAUD VERON


Is the system able to alert them of forthcoming maintenance events?

Yes, it retrieves the due list with the next airworthiness limitations, displayed with a colour coded

and accounting departments?

[application programming interface] that enables customers to bridge our solution to third-party systems,

With the help of two customer partners, we’re

go, through iPads or other devices? That’s exactly our concept, to provide mobile device

Do these interface with the cloud in real time? The whole solution is based on a real-time

maintenance on the other side of the world and anyone

Does the system employ barcoded job cards or parts labels to provide an auditable ‘paper trail’ of work done?



The system doesn’t use barcoded job cards since this

contains all the necessary information and transfers all input back to the cloud server, including details of man

incoming part into an inventory, the system generates

What’s the eTechlog solution?It’s a separate app intended to replace the paper

among the early pioneers and has been approved and

What’s the eJobCard solution?

From the iPad, a technician can clock in and out of the company and access his/her planned activity for the day, including the list of projects and job cards to be

system checks that used tools and parts are appropriate, that is, serviceable, with shelf life remaining for parts,

card with a handwritten signature on the device, and

The result is the automatic generation of a pdf document including all recorded information,

feature alone can save thousands of man hours per year,

hours are recorded automatically and available in a

What’s Blue Log?

and MRO modules, for the automatic recording of information from pilot/technician logbooks and its

aside for a while as we dedicate resources to other projects, but we plan to re-activate it soon, using the

We’ll keep doing what we do best, developing new

next step in that process is to build a new module for

Quick Flight Mode that will enable an even easier and

|ARNAUD VERON



A R E F L E C T I O N O F E X C E L L E N C E

TAG Farnborough AirportDesign and people working beautifully togetherThe purpose-built airport for BUSINESS, for PRIVACY, for LONDON

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Avanti the Future! What brought

you to Piaggio?” “It’s a long story!” Renato Vaghi, CEO, laughs.

He’s spent most of his 30-year career in aviation and the majority of that in the Italian aerospace industry. “For most of the time I was with the former Alenia Aeronautica and Aermacchi, which eventually merged and today have been absorbed into Leonardo. I was with them between the early 1990s and 2014, with the exception of a couple of years where I

worked outside the aerospace

couldn’t resist at Aermacchi, in 1998, and left for Piaggio in 2014.

“Initially working as Head of Programmes, I looked after development of the Hammerhead UAV, before taking responsibility for aircraft production in 2015. Early in 2016 I was appointed

2016 I became CEO. I’m also chairman of Piaggio America.”

AvantiToday, Piaggio’s primary aircraft product is the twin-turboprop Avanti EVO. The P.180 Avanti first appeared

in the early 1990s, the result of an initial collaboration between the Italian company and Gates Learjet, although the latter withdrew from the programme in the second half of the 1990s. Your correspondent first met an Avanti at an ILA airshow in Berlin, sometime in the mid-1990s; it was instantly distinctive for its unique configuration and futuristic design. EBACE attendees glancing at this article during the show might take the opportunity to visit the Avanti EVO – or simply ‘the EVO’ – that Piaggio has in the static display. It’s instantly distinctive for its unique configuration and futuristic design…

Chiara Saitta/Piaggio Aerospace

PIAGGIO|RENATO VAGHI


Vaghi says: “Whenever we go to trade shows we have people asking if the aircraft’s already in production! Its appearance is a selling point, it looks so ‘Italian’, but its looks are also an enabler to its fantastic performance.” There’s no doubting the truth in Vaghi’s words, but there’s also no denying that the aircraft hasn’t been the hottest seller, creating something of a contradiction for Piaggio’s marketing people.

“One of my primary focuses as CEO over the past 18 months or so has been to ensure the market has an awareness of the P.180. Although we’ve sold around 250 aircraft and accumulated

think there’s space for more P.180s? Yes, of course.”

Could it be then, that the Avanti’s turboprop powerplant deceives the market into pigeon-holing it with other propeller-driven aircraft of similar capacity, in particular the King Air and PC-12? “It has propellers, but I wouldn’t compare it with the King Air 350 or PC-12, which are very respectable products. The King Air has sold enormous volumes in the past and continues to sell well today, while the

You only have to get into an Avanti to tell that it’s really in another category again. Its performance means it must be compared to a light jet, it’s actually closer to a Phenom 300 than a King Air or PC-12.

“There are various reasons why the company hasn’t done as well in sales in the past as it should, but I’m certain we’ll sell more P.180s. Over the past two years, our shareholders have given us great support as we created our new industrial plan, which has the Avanti as one of its pillars. We inaugurated a new production facility in Villanova three years ago and the only way to make that work is for us to sell and build a lot of aeroplanes. That’s our strategy.

“It’s about creating market awareness, making sure the customer appreciates the value in the P.180. I appreciate that it can be seen as a niche product within business aviation, but as oil prices

an Avanti once to realise what it’s about.

jet, not only the speed, but the comfort and low noise levels. You can whisper,

and your neighbour will hear, you don’t feel vibration and the aircraft is smooth in turbulence.”

On the face of it, asking the CEO of the company that builds it how the

negative response, but Vaghi reinforces his claims with a customer story. “We recently gave some potential customers a

after. They were sceptical about the trip – they’d just had a frightful, turbulent landing in a large aircraft and when they got into the EVO it was still very cloudy and turbulent.

they were totally ecstatic about the aircraft’s performance. They said it had behaved far better than the airliner. It was a real testament to the aircraft’s

buy one? “Hopefully…”

EVO Evolution?Hailed on Piaggio’s website as ‘The latest chapter in the story of an aviation legend…’, The Avanti EVO introduced improved range, speed and climb performance with

Power for the EVO comes from a pair of Pratt &

Whitney Canada PT6A-66B turboprops.

Paul Cordwell/Piaggio Aerospace



is new business models emerging in the West. I think they’ll drive an emerging

I believe we’re seeing the start of something where business aviation is no longer restricted to an elite, it’s being brought to a larger public.

hour, per passenger need to be pushed

we have today. Look at it from this perspective and the need for performance, and I think Piaggio has an advantage. We just need to make our product lighter and

improved powerplant – and that’s a big platform change that we’d need to think very carefully about – to be able to take advantage of the opportunities of the emerging market.”

have the same supplier. It’s not a limiting factor on the EVO today; and although we’re progressively improving it and planning the next big step, I’m not in a position to release a timeline.”

Considering Renato Vaghi’s enthusiasm for the Avanti and his determination to see its unique performance residing with many more customers, the aircraft ought to have a bright future, potentially in an even more advanced form. But after almost three decades, Piaggio still has to convince some elements of the market that within the Avanti’s dramatic exterior is a business aircraft of unusual, even unexpected capability.

As he looks to the challenge, Vaghi says: “I’ve been particularly encouraged

minimal effect on running costs, along with new cabin standards and other enhancements. The result was a significantly better aircraft, but first customer delivery was in spring 2015 – is Piaggio considering the next chapter yet?

“We’re seeing more and more appreciation from customers using the EVO, which adds strengths compared to the Avanti II. In particular, its improvement in ground operation is valued very highly by pilots and operators and remedies an aspect of the original aircraft considered a weak point. Climb rate is improved through the addition of winglets, a new undercarriage lowers maintenance costs and, most importantly, new propellers and exhausts lower the aircraft’s noise signature and get it back into airports that banned the Avanti II.

“But we work constantly to improve the product and we have several projects under way, working to enhance performance through reducing empty

in extreme conditions, including cold weather, which is something we’re prioritising because of customer requests.

“We should have a service bulletin for

a timeline for a new avionics version yet. We feel it’s an important step in an aircraft’s life and right now we’ve given priority to customer suggestions, recognising that once we have new avionics we’ll be going down the path of the King Air, which recently introduced

The Avanti EVO. Paul Cordwell/Piaggio Aerospace

Paul Cordwell/Piaggio Aerospace



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land, sea and air defence operations, space and commercial and business aviation. The company has manufacturing expertise in aerostructures and across a range of high-tech engineering; it is also recognised as the OEM for the Dornier 228 utility turboprop.

RUAG is renowned for its advanced painting

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Deep maintenance is performed on a wide

variety of aircraft types, including the Dornier 328.

PROFILE|RUAG


On the Line

Alongside its engineering and painting excellences, RUAG also boasts EASA Part 21J Design Organization Approval.


PROFILE|RUAG

State-of-the-art Solutions

DORNIER LEGACYIn the period between the world wars, Germany’s Dornier established aircraft production and test facilities in Switzerland. From there it developed a series of pioneering commercial aircraft , whose DNA continued into the 1980s’ Do 228 and 1990s’ Do 328. RUAG has inherited elements of that Dornier legacy and its Bern location specialises in engineering, MRO and aircraft remarketing of the Dornier 328.

Today the 328 is recognised as a rugged, versatile aircraft , available in a range of equipment fi ts, including VIP transport, and with either turboprop or turbofan powerplant. “Our 328 services have earned us an excellent reputation in the market,” says Simon Hafele, General Manager Site Bern-Belp, , “as well as with the OEM. And, of course, our one-stop shop services apply to the Dornier 328 too.”

Moreover, RUAG is now recognised as the OEM of the Dornier 228 turboprop, for which it provides complete support, including MRO, interior and exterior services, and all system integration and avionics upgrades, from its facilities in Munich/Oberpfaff enhofen and the Authorised Service Centre in Bern.

As well as remarketing the aircraft , RUAG off ers a complete set of servicing options for the Dornier 328. Wolfgang Lackner/RUAG

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PROFILE|RUAG


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W W W . M E B A A . A E R O

10-12 DECEMBER 2018D W C , A I R S H O W S I T E

Celebrating a Connected Decade

On 21 February, Inmarsat celebrated Satcom Direct’s

in support of its IP-based SwiftBroadband (SBB) data service

SD as an aerospace distribution licence partner in 2008, the latter

beyond merely reselling to its business, government and military aviation customers.

The two companies have actually worked closely together for 20 years and the relationship continues to

that are perhaps even more important

entered the market in 1997. Michael

on providing stellar customer support is such an important component to the

partner. People willing to go all out to support the customer.

coordinating customer communication.”

means to develop its own product line.

giving us the advantage of understanding

our worldwide aviation footprint. When

Inmarsat and SD are planning for a future in which connectivity requirements go way beyond the cabin



without its challenges. Christensen

and then deciding how to work together to supply that. We work with a variety of aviation customers from military

develop new services. The challenge for all of us is keeping up with the changing demands of the market place.” From

say the major challenge is competition.

partners keeps everyone on their game.

why we need other partners…”

a trusted rapport that ensures we add value for our customers and remain dedicated to supporting the growth of

desire to provide the services it wants to the aviation community.”

SBB Future?service to continue for years to come. Jet ConneX is the perfect solution for mid- to

those services in conjunction with them.”

the solution of choice for larger jets

largest value-added reseller of the Jet

support our customers with a deep

email and telephone response times.

our customers depends on what their mission needs are. This is what drives our counsel.



what the Jet ConneX tail-mounted

are much higher and those that have

aviation users travelling long range.”

Another Decade?

not standing still. Michael Rack reveals that its long-anticipated European

prices will increase.

to deliver more information via the network comes the increasing need to

monitoring services.

for connectivity will develop across all

to supersonic jets. We hope to work

in developing services that satisfy the growing hunger for data.”



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ground services evolution

The Southend Advantage

Princess Caroline of Brunswick, queen of the United Kingdom through her marriage to

George IV, albeit for less than two years from January 1820, visited Southend-on-Sea during her period as consort. A lady whom, judging by her Wikipedia entry, would today be an avid social media user and darling of reality TV, Caroline set a precedent for VIP travel to the British seaside town that now centres on London Southend Airport.

Owned since 2008 by the Stobart Group, London Southend is around 40 miles from central London and serves its VIP and business aviation clientele through the Stobart Jet Centre FBO. The

or from the aircraft in many cases, thanks

while making much of its rapid road links into London, also draw attention to its exceptional, and frequent, rail service.

The airport has the capacity and enthusiasm to expand its presence in

the VIP and business aviation market. Speaking to EVA late in April, Glyn Jones, CEO of Stobart Aviation noted just how far that will extends. “We had a terminal that was no longer in use, so we rebuilt it into a brand new FBO, which we started using in January. It’s

and bedrooms for crews, a beautiful lounge, boardroom with full audio-visual equipment and everything else you’d expect from a leading FBO.”

Stobart has chosen an ideal moment

hours for business aviation at other London airports, notably Stansted and Luton, reduced from June. Much of that

airports and Jones believes Southend is perfectly placed to grab its share. “We’re available 24/7 for private jets, every day. It’s a great opportunity for us. This year we’re targeting 2,000 private jet movements, but we’re already seeing an uplift in numbers; we’re a good way ahead of where we were this time last year and I’d be very surprised if we don’t make that 2,000 target and more.

“We’ve also got a number of operators basing their aircraft here, because we have plenty of hangar space. There’s a degree of capacity restraint around London already, even without the night closures. I ran Luton for several years and I know that from a private jet perspective it’s full and what space it has is being squeezed by its rapid growth as a commercial airport. There’s no real capacity at Heathrow, Gatwick or London City, which means

combination of great service, ample capacity and attractive pricing, and we can handle ACJs and 737-based BBJs, with hangar space adjacent to the FBO.”

Southend to LondonBut what about access to London?

Glyn Jones, CEO Stobart Aviation. Ruth Knight/Stobart Aviation

LONDON SOUTHEND AIRPORT|GLYN JONES


Anyone who regularly drives on London’s motorway network knows that it’s something of a lottery. There’s a fast alternative on the train from Southend, but do bizjet passengers really transfer to the railway? “I was at the Jet Centre recently when a Challenger arrived. I was expecting the passengers to ask either: ‘Where’s the helicopter?’ or ‘Where’s the car?’. There was a helicopter sitting just outside, but they asked how long it took to get to the station.” So, passengers really do use the train, and crews even more so.

“As far as the roads are concerned, on a good day it takes an hour. On a bad day, it takes longer… But that’s no

from any of the alternative airports. I believe our surface access is just as good

“We also own and operate our own

into London, typically Battersea, but also the Isle of Dogs. The helicopter is also available for charter, should customers require more extensive use.”

Airport ServicesThe lack of timely airport services is a common complaint among FBO operators, a primary reason for them to occasionally fail in delivering the

standards to which they aspire and a frequent cause of grumbling in the cockpit. At Southend, the Stobart Group owns and operates the airport, FBO and associated services which, Jones says, brings considerable advantages.

“We ran a change management programme coincident with opening the new FBO and as a great, if somewhat practical example of how we make the

security screening as a potential issue. It’s not something that happens very often, but when it does, it needs to be handled

at doing their job in one environment and using them in another where they

completely separate screening facility.“London Southend Airport has a

reputation for delivering exceptional service. We intend to uphold that reputation and carry it over to the Jet Centre. You could ask: ‘What will happen when our commercial airline customers begin taking us towards capacity? Will we squeeze our business aviation clients and somehow manage

“We’ve joined the All-Party Parliamentary Group on General Aviation because I’m absolutely

determined that we’ve set ourselves up for the long term at the Jet Centre and we’ll continue serving our customers properly. If I need to go to the local authority and request an additional 10,000 movements to satisfy my

schools, then that’s what I’ll do.”If Stobart Aviation’s CEO has his

way, London Southend’s Jet Centre FBO is here for the duration and he’s determined that its standards be maintained even as the airport’s airline customers expand their presence. What then, are his primary challenges? “The weather,” he says, somewhat ruefully, but then any airport operator in the UK might list the country’s climate as a challenge. More seriously, he reckons its awareness.

complicated communications environment, where multiple vendors and services vie for the attention of people travelling and living in and

to get your product noticed among the clamour but we’re aware of that and we’re really getting stuck into the problem. We’re at EBACE and actively promoting awareness in the industry whenever we can. We’re absolutely alive to the problem and working hard

We had a terminal that was no longer in use, so we rebuilt it into a brand new FBO, which we started using in January


LONDON SOUTHEND AIRPORT|GLYN JONES

ASIAJet Aviation, Asia Pacifi c and Middle EastJet Aviation has completed its US$250-million acquisition of Hawker Pacific, a leading provider of aircraft sales, MRO, and fleet and FBO services across Asia Pacific and the Middle East. As a result, Jet Aviation adds 19 locations to its global network, including seven FBOs, 14 MRO facilities and more than 400,000sqft of hangar space. In excess of 800 employees will also become part of Jet Aviation.

EUROPEGeneva Airpark, SwitzerlandGeneva Airpark has continued to soar, recording a 20% increase in daily annual turnover in 2017. Compared to 2016, figures show a growth in the number of aircraft accommodated (+13%), the number of daily reservations (+12%) and the quantity of new customers acquired (+30%).

Roskilde Airport, Copenhagen, DenmarkRoskilde Airport reduced charges for all airport users by 7.2% from 1 April, placing it among the

cheapest airports for business jets in Denmark.

Solent Airport, Lee-on-the-Solent, Hampshire, UKFollowing the opening of five new general aviation hangars in December last year, Fareham Borough Council has completed six business aircraft hangars at the former Daedalus Airfield site.

London Oxford Airport, UK

London Oxford Airport, ranked as the fifth busiest UK business airport and among the top 20 in Europe, is one of a handful of British business airports that have seen consistent growth since the financial crash of 2007.

According to Eurocontrol figures, London Stansted (with its five FBOs) leads the ‘most recovered’ list, with a 35% 10-year growth. London Oxford is a close second, with an overall 32% growth. London Luton Airport retains its crown as the number one airport for business aviation movements in the UK.

Weston Aviation, Humberside International Airport, North Lincolnshire, UKWeston Aviation, the UK and Ireland-based business aviation and FBO specialist, has announced continuous year-on-year growth of ad hoc aircraft activity at Humberside International Airport.

From opening at the airport in 2011, where there was previously no formal FBO facility, Weston Aviation has increased the airfield’s business aviation and cargo movements by 212%.

Jet Aviation, Asia Pacifi c and Middle East

News On The MoveFBO Round-up

Solent Airport, Lee-on-the-Solent, Hampshire, UK

FIXED BASE OPERATIONS


MIDDLE EASTHadid, Jinnah International Airport, PakistanHaving recently announced that it would enter FBO management at Riviera Airport, Italy, Hadid has expanded its network. It will manage and operate the FBO at Pakistan’s Jinnah International Airport. It’s undergoing significant renovation, after which Hadid will begin operations.

NORTH AMERICACYHU H-18 Services, Montreal Saint-Hubert, CanadaMontreal Saint-Hubert Airport’s CYHU H-18 Services FBO is relocating after selling its hangar space. It aims to break ground on a new 46,000sqft FBO complex, known as Aeroparc H-19, on private land close to the airport.

Million Air, Westchester County Airport, New YorkMillion Air has opened a state-of-the-art hangar in its corporate aviation complex at Westchester County Airport, New York. The 52,000sqft building is part of Million Air’s $80-million expansion and upgrade at the airport.

The two-storey hangar features 28ft high doors, capable of accommodating a Gulfstream G650. Its floors are heated with a high-tech radiant system that enables temperatures to be maintained for aircraft and personnel.

Million Air’s complex now has 84,000sqft of hangar floor and 7.25 acres of ramp space.

Phillips 66 AviationPhillips 66 Aviation has added five FBOs to its large US network: Anderson Municipal Airport,

serving Anderson, Indiana; Carlisle Municipal Airport, serving Carlisle, Arkansas, Exec Air Montana, serving Helena, Montana; Newport Regional Airport, serving Newport, Arkansas; and Torrington Municipal Airport, serving Torrington, Wyoming.

Livingston Executive Airport, LouisianaMichael Baker International, a global leader in engineering, planning and consulting services, has been selected to design and develop the new Livingston Executive Airport in Livingston, Louisiana.

Under the five-year contract, Michael Baker will provide aviation engineering services for the new general aviation airport, which will include a 5,000ft runway, flight service station, hangars and fuel facilities.


FIXED BASE OPERATIONS

Looking back at black and white photos from the early 1960s, it’s clear the architect responsible for

Costa Smeralda was equipped not only with a vision for its creation but also the unique ability to realise it. For around 50 years, Costa Smeralda has been renowned as one of the world’s premier tourist destinations.

Today, Eccelsa Aviation’s leading-edge FBO lays at its heart, just 4km from the brand-new Marina di Olbia, with its berthing and services for yachts of all sizes. Uniquely in the Mediterranean, a private transfer service between the Eccelsa Aviation terminal and the

begin their holiday within a few minutes of touching down, with no need for a long drive or helicopter transfer.

Opened in summer 2009 and still Olbia’s only FBO, the Eccelsa Aviation facility is an architectural masterpiece in its own right. From above it resembles a massive aircraft door while from ground level its clean, sleek lines seem to swoop skywards like giant wings. As passengers relax in the terminal’s cocoon-like comfort, its elegant lines and beautifully designed balance of

sense of absolute privacy and peace.Eccelsa Aviation, 100%

controlled by airport management company Geasar SpA, part of the Meridiana Group, combines utter professionalism with a touch of special charm that comes from

discerning, often celebrity, clients. Its customer-orientated ‘culture of service’ approach and problem-solving attitude are encapsulated in the can-do attitude

Led by General Manager Francesco Cossu, they tackle all customer requests, including the most unusual, with sheer passion on a daily basis. “Passenger numbers and plane movements have doubled since we launched in 2003 and

Cossu explains with a smile.“After all, in this industry service is

everything and within the boundaries of legality, goodwill and common sense, we always try to please our customers and ensure they leave our premises happy

the island or returning home. We’re all very much aware that our tourists are a vital asset, not only for Eccelsa and the

The numbers of a highly select visitors to the Costa Smeralda are sky-rocketing. These are folk who travel from all over the world to chill out on super yachts, in the dreamily exclusive villas along the coast or in the most exclusive hotels in Costa Smeralda and surrounding settlements.

The FBO terminal was built to service

of retail heaven, including a plethora of luxury brands selling unique products, including De Grisogono jewellery, Provasi luxury furniture, high-end men’s and women’s shoes, sunglasses, and the

producers in Europe. There is also a quality restaurant and conference hall, plus a San Marino Aircraft Registry

services to customers transiting the FBO during the summer.

The terminal is a glittering symphony of glass, steel and the beautiful local granite, and boasts a feature unique in Europe – an impressive outer wing that allows guests to access the terminal directly from their aircraft. The alternative is a short ride to or from the terminal in one Eccelsa’s modern Audi

team handles their luggage with the ultimate care. Meanwhile, the ‘wing’ accommodates aircraft as large as the 737BBJ and ACJ; tellingly, these large jets comprise around 5% of the FBO’s aircraft movements.

July and August are predictably the busiest months, with between 3,000 and 4,000 arrivals and departures monthly. Privacy, security and comfort are among the qualities these aircrafts’ passengers most appreciate about Eccelsa Aviation’s service.

And its work with the Marina di Olbia is very much a part of

passengers directly from touch down to their yachts and ensures

FBO PROFILE|ECCELSA AVIATION


Switzerland’s Sensible, Central Alternative

Serving the Swiss capital, Bern Airport

for private jet users, not least its close proximity to multiple business centres and some of Switzerland’s primary ski slopes. Passengers and operators

also appreciate the facility’s slot availability, as CEO Mathias Gantenbein explains.

“Bern Airport does not have slot restrictions, which means passengers can travel at their preferred time within our long weekday opening hours of 07:00 to 22:00 – or slightly revised weekend times. And the airport’s location in the heart of Switzerland enables smooth, stress-free transfers to business locations including Fribourg, Neuchâtel, Lausanne and Montreux, and world-famous visitor destinations, among them Interlaken, Grindelwald and Gstaad. As a smaller regional airport, Bern also promises a friendly atmosphere and short

to 25 destinations across Europe, via Helvetic Airways and SkyWork Airlines, are also available.

Gantenbein says the airport is set up to facilitate helicopter movements. “Transfer from business jet to connecting

origin – Schengen or non-Schengen. Our handling agents are

available to help customers through customs and then drive them to their helicopter as required. The process takes no longer than 10 minutes, making it very attractive for passengers

state visitors. “Serving the nation’s capital city, Bern Airport

discretion for passengers. In addition, head-of-state and governmental convoys may be escorted by the police directly

MRO and ExpansionBern also offers MRO provision, from Airmatec, which specialises in piston-engined general aviation types and smaller executive turboprops, and RUAG, with access to its full range of business aviation services.

Recognising the importance of its growing business aviation customer base, the airport is investing in a new business jet hangar project open to third parties and additional ramp space; Gantenbein regards both as being ‘of key importance’ for the

preferred business jet airport for leisure travellers – Bernese

Region can all be reached by car in 60 to 75 minutes. We also want to be considered a regular, sensible alternative to Geneva and Zurich, the major Swiss airports, and their slot restrictions.

“Our major challenge today is telling people about our

they enjoy their holiday to its very last minute. A short helicopter hop can also be arranged to any super yacht with a helipad, or any of the local hotels and villas. Regardless of the mode of transport, onward travel is smoothly

motivated team.The terminal’s concierge service

is able to organise everything visitors require for a perfect stay, from horse

Bentley or Aston Martin rentals to yacht charters, either bare-boat or with a skipper and crew. Through its sister

company Cortesa, Eccelsa also provides

of 100 dishes, ranging from simple sandwiches to mouth-watering lobster, local Sardinian and Italian specialities,

and Spumante.Eccelsa’s agreement with the

Meridiana Maintenance Team ensures

the option to hangar aircraft for the length of their stay at Olbia. Air taxi

companies and their crews are also well catered for, since they now account for

Costa Smeralda.Eccelsa Aviation is among the

reasons people demanding a truly special holiday in a truly special place return to Sardinia – an island

class service are in the nature of its

from an array of cultures meet and live together in perfect harmony in Costa Smeralda for the entire summer season, using Eccelsa Aviation for all their private aviation needs.


PROFILE|BERN AIRPORT

TRAVION|ANDREA JILKOVA

ATTEND THE WORLD’S LARGEST BUSINESS AVIATION EVENT Join over 25,000 industry professionals for the most important three days of business aviation, with 1,100 exhibitors, 2 static displays of aircraft, and more than 50 education opportunities. Save the date and visit the NBAA-BACE website to learn more.

www.nbaa.org/2018

Ready for Kick-off …

Headquartered at London Oxford Airport and established only last year,

Including operators in Prague and the UAE, Travion’s experienced personnel nurture particular regional expertise and Sales and Marketing Director

Andrea Jilkova says this provides a real

experience in the airline charter business.

irregularities of the airline business.“In addition, our in-depth knowledge

believe in the concept of supervision of local supervisors.”

the rest of the world, but Slavic people

and resources very often had to be

and trusted close friendships are highly

World Cup Flight Management



“Russian people need to trust you, they need face-to-face contact and you need to understand their background. It also helps to speak their language,

the ground. Through face-to-face

relationships with local supervisors and we have several Slavic people on board, including native Russian speakers.”

World Cup Workload

broker. Jilkova reports: “They have a very fresh, relaxed and innovative approach to business. They arrange

win for Travion as it continues to build

with a spike in workload and potential

business opportunities, with the football a bonus. The fans start booking their

Jilkova says.“Many Russian airports have already

serviced larger events, including the

strictly adhere to assigned airport slots. There will be parking restrictions at all

parking slots.

the host city airports: Ekaterinburg,

harder to get things done in hopes of

by a passion for aviation, but what about

“There is a wide range of national footballing loyalty across Travion; in fact, our operations director plays indoor

friendly rivalry and we don’t see anything

don’t want to share the winnings…”

Part of the Travion/The Aviation Factory team, from left to right: Lukas Slegr, Sports and Aviation Wizard – Central Europe, The Aviation Factory; Jiri Soukup, Flight Manager, Travion; Lubo Polasek,

Sky Smile Manager – Central Europe, The Aviation Factory; Lukas Kadlcik, Flight Dispatch and

Operations Director, Travion; and Lukas Benes, Flight Manager, Travion



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